Automatic transmission apparatus and control



Feb. 12, 1946. o. H. BANKER` AUTOMATIC TRANSMISSION APPARATUS AND CONTROL 4 Sheejts-Sheet l Filed April 24, 1940 w .ik Quik mkow SN Feb. l2, 1946. o. H. BANKER AUTOMATIC TRANSMISSION APPARATUS AND CONTROL Filed April 24, 1940 4 Sheets-Sheet 2 4 l l I Feb. 12, 1946. o. H. BANKl-:R

AUTOMATIC TRANSMISSION APPARATUS AND CO'NTROL Filed April 24, 1940' 4 Sheets-Sheet I5 Feb. 12, 1946. o. H. BANKER AUTOMATIC TRANSMISSION APPARATUS AND CONTROL Filed April 24, 1940 4 Sheets-Sheet 4 2f/Ziff@ Patented Feb. 12, 1946 AUTOMATIC TRANSMISSION APPARATUS AND CONTROL Oscar H. Banker,

Products Corporation,

tion of Delaware Chicago, Ill., assignor to New Chicago, Ill., a corporai Application April 2 4, 1940, Serial No. 331,309 Claims. (Cl. 192-01) This invention has to do with change-speed apparatus for transmitting power between a throttle-controlled engine and a load, and relates particularly to such a system employing a, clutch, an automatic change-speed transmission and a fluid pressure system for controlling the operation of said clutch and said transmission according to the degree of advancement of the engine throttle and the speed of said engine.

A primary object of this invention is the provision of a change-speed apparatus or system satisfactorily employing a fluid motor or envelope type of clutch in the power connection between the engine and the load. Clutches comprising an inflatable envelope that carriesl parts frictionally engageable to transmit load, when the envelope is inflated, have been used heretofore in the transmission of power, their advantages being ease of control, uniformity of action in the application of driving force to the load, and the absorption of tortional vibrations inherent to all reciprocating engines. However, the fluid envelope clutch has been regarded as useful only in marine or other installations where speed ratio changes between the engine and load are unnecessary, or occur infrequently and without a series of shifts in rapid succession through power trains of graduated ratio as is the practice in motor vehicles. This limitation in the use of the fluid envelope clutch has existed because the envelope carries one of the friction elements and would, therefore, be damaged by the heat generated in such element in prolonged severe slippage periods, when the clutch is of a size and load rating not adversely effecting its cost.

Some automative installations employ a fluid ilywheel or fluid turbine type of coupling for reducing tortional vibration. These fluid couplings, however, have the disadvantage of operating with an energy wasting slip between the driving and driven members at all speeds, of increasing the engine speed at all vehicular speeds and of causing annoying engine rush at low vehicular speeds. The present invention, as another of its objects, provides apparatus operable in a manner to obtain all of the advantages of the fluid coupling installation while avoiding said disadvantages, and this is done by combining a. fluid envelope clutch with a transmission that changes speed ratio without concomitant release and reengagement of the clutch. Inasmuch as the present type of clutch transmits power through yieldable walls of an inilated envelope, the tortional vibrations of the engine are absorbed by said walls, and,

since the clutch permits no slipping between its 55 provision in a countershaft type friction elements when fully engaged, the installation accomplishes the purpose of the vuid coupling without the increment of engine speed.

A further object of the present invention is the provision of a throttle-controlled valve between a fluid pressure source and the clutch, for meting fluid from the source to the clutch in an amount and at a pressure proportionate to the advancement of lche engine throttle to cause the clutch to take up load slowly and uniformly as fuel is fed to the engine.

The invention further contemplates the com- 'bination of the aforesaid throttle-controlled inflatable iluid envelope clutch in combination with a multi-ratio power transmission of the character wherein changes in the power trains are effected by closing the engine throttle for causing the engine, and transmission parts driven thereby, to slow down to synchronism with cooperative driven parts of the transmission associated with a higher ratio power train and wherein means is provided for automatically connecting the synchronised parts upon their synchronization for establishing such high power train. In accomplishing this object, additional valve means is provided between the fluid pressure source and the clutch, and a speed-responsive device is placed in control of this additional valve means for causing the same to provide direct communication between said source and said clutch when the speed-responsive device registers engine and vehicular speeds in excess of a predetermined minimum, and to terminate the connection between the throttle-controlled valve and the clutch so that when the throttle is periodically closed during operation of the vehicle, the clutch will remain closed land iluid will not be wasted by periodic filling and exhausting thereof.

A further object of the invention is the provision of a new arrangement of transmission wherein the main shaft is bored axially to provide space for a tube comprising a part of the iluid pressure line between the fluid -pressure source and the clutch, and projects outwardly through an end or the gear box to facilitate the attachment to said tube of a coupling member communicative with an outer portion of said line.

A further object of this invention is the provision of a transmission of the countershaft type wherein the power take-oil is from the end of the countershaft adjacent to the clutch or bell housing and through a shaft directed substantially perpendicularly to the countershaft.

A stili further object of the invention is the transmission of 26 upon power trains are effected automatically, of meansl l extension 20. Bolts 29 spaced circumferentially normally biased into a position for preventing about the disk-like member 26 are used for securestablishrnent of the higher ratio power trains, ing an annular ange member thereto Said and a. fluid motor operable to move said means piece 30 lll tum Carnes an. annular inflatable enmto an inactive position to permit the normal velope 3| which is suitably joined thereto by a automatic establishment of said power trains, said 15 vulcanized rubber nlm as indicated at 32 motor being so operative when subiected to fiuid envelope 3| comprises side walls of flexible fabpressure from said source under control of a, valve ric-reinforced rubber constructed similarly to the which is operated by an engine-driven speed-reside walls of conventional pneumatic tire casings. sponsive device when the latter registers speeds A plurality of friction elements 33, in the form inexcess0fa,predeterm1nedmin1mum 20 of axially extending bars for engagement with With the above objects in View, the preferred embodiment of the invention will now be de-` scribed With reference to the annexed drawings, wherein:

Fig. 1 is a plan view, principally inA section of 25 a. preferred embodiment of the invention;

Fig. 2 is a fragmentary plan view di the mans- \\\\\\\\%\i\\\\iai\ *emmen ci me meer nde wall oi said box broken away to expose the cams met im im und einem its t i time si aiming its miriam s im@ e m imm tiiiiiititiiliiiiihihihihi rig. 3 is a. transverse sectional view taken on illltl @nettement with `the member I1 whereby the une 3 3 of Fig. 2; y the eiuteh driven member will be caused to rotate Fig. 4 is a longitudinal sectional view taken With the drivingmember. through a motor unit which is instrumental in Pressure-huid is admitted to and exhausted controlling establishment ofthe second and third from the envelope 3| through e uid Pressure speed power trains;

line comprising a tube 35, a bore 36 in the shaft Fig. 5 is an enlarged sectional view taken axialextension 20, a tube 31 communicating with ly through the throttle-controlled valve and a foot accelerator pedal associated therewith;

y Fig. 6 is a sectional view taken through a governor-controlled valve for admitting pressurefluid to the main clutch of the transmission apparatus;

Fig. 7 is a. sectional rubber film 34.

When the envelope 3| is in its normal uninflated or relaxed condition its Ennemi! as e 5.3 m Wkx'taw the dam-Yne. nxe. su e ex-nen rom engagement. with the miden eenen-feu, es

the clutch driving member I1, but when said enview taken through a gov- 4' ernor-controlled valve which controls the admission of pressure-fluid to the fluid motor unit shown in Figs. 1, 3 and 4;

Fig. 8 is a sectional view taken through a switching valve which also appears in Fig. 1; and

Fig. 9 is an enlarged fragmentary view showing The right-hand end of the bore 36, Fig. 1, is enlarged in the form of a frusto-conical flare 42 to adapt it for hermetically engaging a frustovconical exterior end section of the tube 31. A nut 43 in threaded relation with a, reduced end section 43a of the mainshaft 2| has a flange 44 drawn rmly against a shoulder 45 of the tube 31 for pressing the tapered left end section of said tube iirmly into the flared section 42 of the bore 36. Axial separation of the shaft 2| and the extension 210 is prevented by a coupling assembly including a nut 46 threaded upon a reduced right end section of said shaft 2| and bearing against a coupling member 41 which is splined to the shaft 2| at 48. Said coupling member 41 is also splined on its outer side at 49 as is an enlarged end section 5|) of the extension shaft 20 at 5|. An internally splined ring 52 meshes with the splines 49 and 5| upon the parts 41 and 50, and snap rings 53 and 54 which are sprung outwardly into grooves cut the ring 52 transversely of the spline quills bear against the ends of the spline quills 5| and 49 to prevent axial separation of the parts 41 and 50.

Pressure-fluid is introduced into the tube 31 diierential (not shown), suitable universal Joint means (not shown) being provided between Said through an L fitting 55 upon the right end of shaft and said di'ierential. lsaid tube, Fig. 1, and shown inv detail in Fig. 9. An annular driving member |1 of the clutch C The outlet end of the fitting 55 includes a. packis secured to the engine ywheel I8 in any standing gland 56 compressible by the turning of a ard manner, as by nut 51 into an internally threaded section 58.

means of bolts I8, All CX- circumferentially in A The inlet end of said fitting 55 has a conduit 59 in threaded relation with an internally threaded section 60 thereof, this conduit 59 connecting with the pressure-fluid system in a manner presently described.

Opposite end walls 6I and 92 of the gear box have bearing units 63 and 94 respectively dis-- posed therein in axial alignment for rotatively supporting the mainshaft 2|. A second set of bearing units 65 and 56 within these end walls rotatively carry the countershaft I4.

The transmission is connectible through three forward speed power trains and one reverse' power train. The rst speed or lowest ratio power train receives power through the extension 20 of the mainshaft 2|, and transmitsl such power through a gear 61 integral with the mainshaft, a gear 58 freely rotatable about a bearing sleeve 69 upon the countershaft |4, the hub 10 of said gear 69, splines 1| upon said hub, a clutch ring 12 slidable axially of said hub 10 and having internal splines 13 meshing with the splines 1I. Said clutch ring has a plurality of circumferentially spaced axially projecting lugs 14 projecting into openings 15 respectively registered therewith in the gear 68, one of such lugs 14 and openings 15 being shown in the lower part of Fig. 1. clutch ring 12 project onto the lugs to form clutch teeth 13', so that when the ring 12 is slid axially to the right, as viewed in Fig. 1, said teeth 13' are caused to mesh with clutch teeth 15' upon an end of a driving member 15 of an overrunning clutch 11. Said overrunning clutch driving member 16 is freely rotatable upon the hub 18 of a gear 19 which is attached non-rotatively to the countershaft I4 by a key 80. A driven element of the overrunning clutch 11 is provided by a cylindrical flange 8| which is capable of being driven by a plurality of clutch rollers 82 in one direction only as is well understood by those skilled in the art. Again picking up the drive for the rst speed power train at the clutch ring 12, when this ring is slid to the right as viewed in Fig. 1 for meshing the clutch teeth 13' with the clutch teeth 15', rotative force is transmitted to the overrunning clutch driving member 16 which is effective through the clutch rollers 82, which are wedged thereby against the inner periphery of the ange 8|, for rotating the gear 19 and the countershaft I4 to which said gear is non-rotatively attached. Power is transmitted outwardly of the apparatus through the bevel gears I5 and I6 and the transmission driven shaft I2. f

The second speed power train includes a clutch ring 83 splined to the mainshaft 2| and movable axially to the right for meshing clutch teeth 94 thereon with mating clutch teeth 85 upon a gear 8E which is freely rotatable upon the Yshaft 2|. Clutch teeth 84 and 85 have bevel end faces 91 and 88, as clearly shown in Fig. 2, so that when the clutch ring 83 is shifted to the right to press the faces 81 and 88 together while the ring 83 happens tc be rotated at a greater speed than the gear Certain of the splines 13 upon theA gear 09. An integral sleeve 9| of the gear 99 has upon the left end thereof a driving member 92 of a second speed overrunning clutch 93. This overrunning clutch is similar to the overrunning clutch 11,' the driving member 92 being effective through clutch rollers 94 for imparting rotation to a driven member 95 comprised by an annular flange upon the gear 19. Establishment or mobilization of the second speed power train is accomplished by a shifter fork |04 fixed upon an operating shaft |05 therefor and having legs I06disposed upon opposite radial sides of the ring 83 where said legs pivotly carry shoes |01 disposed within a groove 86 there will be aratcheting action of the teeth y 84 past the teeth 85 to prevent the meshing of these teeth in a manner involving no objection able noise and incurring no injuries thereto. Similarlv constructed and cooperable teeth as the clutch teeth 84 and 85 are shown and fully described in my United States Patent No. 2,140,502. The second speed power train also includes a gear 89 freely rotatable about a bearing sleeve 90 upon the countershaft |4 and in constant mesh with the .shaft |4 by a key member l2l, the gears |08 of the ring. Counter-clockwise pivotal movement of the shaft |05 imparts to the shoes |01 a force to cause the ring 83 to be shifted to the right fr meshing the clutch teeth 84 and 85 of the second speed clutch |09. During certain periods of operation of the apparatus, when the teeth 94 and 95 of the second speed jaw clutch 95 are meshed for mobilizing the second speed power train, power will be transmitted from the mainshaft 2| through said clutch 96, 9|, overrunning clutch to the countershaft I4 and thence outwardly of the apparatus through the gears I5 and I9 and the driven shaft l2.

During periods of operation when it is desired to hold the vehicle under close supervision, as when traveling over a rough uneven surface as those often encountered in detours, it will be desiredto use the braking effect of the vehicle engine, and to accomplish this the second speed power train will be made into a two-way drive train by shunting out the overrunning clutch 93. This is done by means of a jaw clutch 91 comprising a slidable ring member 99 internally splined at 99 to the sleeve 9|. Said ring member 99 has a groove |00 for a shifter fork IOI, Fig. 2, and a set of jaw teeth |02 meshable with a set of jaw teeth |03 upon the gear flange 95 when the shifted to leftas viewed in Fig. 1. When the clutch teeth |02 and |03- are thus meshed, the driving and driven parts of the overrunning clutch 93 are connected together for effecting a two-way drive independently of thev clutch rollers 94.

The thirdspeed power train comprises a gear ||0 freely rotatable upon the mainshaft 2| excepting when clutched thereto by the teeth III and I2 of a Jaw lclutch H3. Said teeth I|I of the jaw clutch |I3 are ,integral with the gear I I0 whereas the teeth I|2 project axially to the left from a clutch ring |I4, which also has a .groove I5 in which are disposed shoes I I5' (one of which is shown in dotted outline in Fig. 2) upon the ends of legs IIB of a'shifter fork |I1 carried non-rotatively upon a shaft I|8. When the shaft ||8 is rotated clockwise the shifter fork I |1 and shoes thereon disposed within the groove II5 of clutch ring ||4 will bear against the left side of this groove for urging the clutch teeth H2 into mesh with the clutch teeth I||. The clutch ring I|4 is splined to the mainshaft 2| as indicated at ||9.

Also included in the third speed power train is ay gear |20 secured non-rotatively to the counter- ||0 and |20 being constantly meshed.

A reverse power train includes a mainshaft gear |30 and the countershaft gear 19. The reverse power train is established when an idler gear above the gears |30 and 19 is slidmutually into mesh with them. This idler gear is shown at I3| in Figs. 2 and 3. Referring mutually to Figs. 2 and 3, the reverse idler gear |3| will be seen to be carried rotatively upon a countershaft |32 of the gears'89 and 89. sleevel 93, flange 95 and gear 19A ring 98 isV which the ends are supported in gear box brackets |33 and |34 of which both are shown in part in Fig. 2 and of which only the bracket |34 is shown in Fig. 3. The bracket |33 has a vertical leg |35 depending from the upper side wall of the gear box and a leg |36 projecting inwardly from a vertical side wall of the gear box. A junction section |31 of these legs |35 and |36 carries one end of the countershaft |32. A leg |36 of the bracket |34 depends from the upper wall of the gear box, whereas a horizontal leg |39 projects inwardly from a vertical side wall of the gear box, and a junction section |40 of these legs carries the other end of said shaft |32. It will also be noted in Fig. 3 that the bracket leg 39 provides a bearing section |4| for one end of the shifter fork operating shaft |05. The idler gear |3| has a shifter ring |42 attached to its left end, Fig. 2, there being a groove |43 in said ring for receiving the bifurcations |44 of a shifter fork |45. Both bifurcations |44 of the shifter fork |45 are shown in Fig. 3 in dotted outline; one of such bifurcations is shown in Fig. 2.

A sleeve-like base section |46 of the reverse shifter fork |45 is slidably mounted upon a shifter fork rod |41. anchored in opposite ends of the gear box. A detent ball |48, shown in dotted outline in Fig. 2, is carried in the sleeve |46 where it is constantly urged by a spring |49 against the rod 41. This rod has a pair of notches |50 and in either of which the detent |48 is adapted to be seated by the spring |49 when in registry therewith. When the shifter fork 45 occupies the position shown in Fig. 2 with the detent |48 seated in the recess |5I, the reverse idler gear |3| is disposed in a position to the right of and out of mesh with the reverse train gears |30 and 19, thereby demobilizing the reverse speed power train. Shifting of the fork |45 to the left upon the rod |41, as viewed in Fig. 2,

is resisted by the detent |48 as it is cammed out-` wardly of the notch 5| against the urge of the spring |49, but when the fork |45 is shifted sufficiently far to the left to carry the idler gear 3| mutually into mesh with the gears 30 and 19 for establishing the reverse power train, the detent |48 will have reached a position of registry with the notch |50 to seat therein and thus yieldably resist demeshing of the gears.

ring l2 will be moved to the right and will completely mesh the clutch teeth 13' and 15' at the time the ball |65 is moved into seating relation with the notch 51. At this time the flrst speed power train will be mobilized.

Shifting of the forks |45 and |52 of the reverse power train and of the nrst speed power train is accomplished by means of cylindrical studs |59 and |60 projecting respectively from the sleeve-like base portions |46 and |54 of these shifter forks into cooperative relation with cam slots |6| and |62 in a cam plate |63, Figs. 2 and 3. This cam is manually controlled. It is xed to the lower end section of a control shaft |64, which, as shown in Fig. 3, has a control arm |65 non-rotatively secured to its upper end. A linkage (not shown) extends from the end of the control arm |65 into a position conveniently accessible to the driver of the vehicle.

'I'he cam plate |63, in selectively mobilizing either the ilrst speed powertrain or reverse power train is rotated between oscillative limits. The

f plate |63 is illustrated in Fig. 2 in a neutral posicounter-clockwise to cause the As is explained hereinabove with reference to Fig. 1, mobilization of the lowest or rst speed power train is accomplished by sliding a clutch ring v12 to the right for carrying the clutch teeth 13' thereon into mesh with the clutch teeth 15 on the driving member 16 of the first speed ove running clutch 11. Shifting of the clutch ring 12 is accomplished by means of a shifter fork |52, Fig. 2, of which the bifurcations project into a groove |53 in said ring. 'I'his shifter fork |52 has a sleeve-like base section |54 slidably mounted upon the shifter fork rod |41 and a detent device comprising a ball |55 shown in dotted outline in Fig. 2 within said base section |54 for cooperating with a pair of notches |56 and |51 in the rod 41 in a manner similar to that described with respect to the ball |48. Aspring shown in dotted outline, constantly urges the ball |55 against the rod |41. When the shifter fork |52 is in the position shown in Fig. 2, the clutch ring 12 will be held to the left demeshing the clutch teeth 1.3' and 15', as illustrated in Fig.

l. The detent device comprising the ball 55 yieldably resists movement of the shifter fork |52 -left to carry tion wherein neither of these power trains is mobilized. Mobilization of the reverse power train is eiTected by rotating the cam plate |63 clockwise whereby the stud |59 is cammed to the left by an edge |66 of the slot 6| to move the shifter fork |45 and the idler gear |3| to the said gear mutually into mesh with the reverse power train gears |30 and 19. At the end of this operative movement of the cam plate |63 the detent ball |48 will be seated notch |50. Meanwhile, the arcuate slot section |61, concentric with the axis of the shaft |64, will have simply received the stud 60 without having shifted it axially of the rod |41.

When it is later desired to demobilize the reverse power train the cam plate |63 will be rotated in the opposite direction, and during this rotation the edge |68 of the slot |6| will be operative for camming the stud |59 to the right into the position shown while the arcuate notch secwill again idly traverse the stud |60. is desired to mobilize the rst speed power train the cam plate |63 will be rotated edge |69 of the slot |62 to shift the stud |60-to the right by a camming action thereon, and to thus shift the fork 52 to the right for engaging the clutch Meanwhile, the detent into registry with the notch |51, and the arcuate portion |10 of the slot |6| will have simply moved idly with respect to the stud |59 without shifting it.v Demobilization of the first speed power train is accomplished by rotating the cam plate 63 clockwise from the just described position while the edge |1| of the slot |62 is effective for camming the stud |60 the rst speed jaw clutch.

A sleeve 15, Figs. 2 and 3, is rotatively mounted upon the control operating arm |11. The inner and lower end of the sleeve |15 Only an edge portion of the cam plate |18 is shown in Fig. 2, this cam plate being broken away at the line |19 to expose the slots |6| and |62 in the cam plate |63. The cam -plate |18 is controlled by a governor |86 to prevent automatic engagement of the second and third speed clutches |08 and ||3. Figs. l and 2, while the vehicle is at rest or is proceeding at speeds below a predetermined minimum. This it accomplishes by means ofv edge proiile section |80 ending at a point |8| and cam sections |82 and |88 which, through a roller |84 upon an arm |85, control the pivoted position of such arm about a pin |88 anchored in the upper wall of the gear box. Just how the arm |85 constrainsensasement of the clutches |88 and ||3 will be explained presently, but iirst it will be explained that the cam |88 is also operable upon the roller |84 for controlling the pivotal position of the arm |85 by means of edge pronle sections identical to and directly beneath the cam proiile sections |80. |82 and |88 and designated by the reference characters |80', |82' and |88. These latter named cam prole sections are alsov indicated in Fig. 3 where the relation of the cam plates |88 and |18 with respect to the roller |84 are shown.

As previously explained, the cam plate |83 is manually controlled for determining whether the vehicle shall be driven forwardly or backwardly, or whether the transmission mechanism shall be arranged in a neutral position so the vehicle will be driven neither forwardlyl nor backwardly. When the plate |88 is in the neutral position, as shown in Fig; 2, or in the reverse position, the cam point |8|' or the adjacent long radius profile section |88' of said cam plate will be in registry with the roller |84 for maintaining the arm |85 in the position shown and thereby prevent engagement ofeither of the overrunning jaw clutches |88 and ||3,

Referring now to Figs. 2 and 3, a coil spring |88 will be seen wrapped about the lower bearing member |82 for the control shaft |85 which carries the second speed shifter fork |84. One end, |83, of this spring reacts against a. wall of the gear box, whereas the other end, |84, is hooked about the lower leg of said shifter fork |84 to constantly urge said fork to pivot in a direction as will now be explained.V

however, either of the cam points |8| or |8|'y is in registry with the roller |84, such clockwise rotation of the shifter fork ||1 and the shaft ||8 upon which it is mounted will be prevented by an arm 208 which is non-rotatively secured to the upper end of said shaft and of which arm a free end section bears against an upwardly projecting portion of the link pin |81.

The governor-controlled apparatus for determining the pivoted position of the cam plate |18 includes a fluid controlled unit or motor 205 s'ecured to the upper wall of the gear box as i1- lustrated in Fig. 3. This motor is shown in detail in Fig. 4 where it will be seen to comprise a cylinder 288 in which there is a piston 281 which is normally held in the position shown by pressure-fluid introduced into the cylinder through a conduit 208. 'I'he pressure of said iiuid will be such as to overcome the force of a spring 208 which surrounds an operating rod 2|0 extending through a spring chamber 2|| into connection with said piston. An adjustable clevis 2|2 interconnects the rod 2|0 and the arm |11 by means of a pivot pin 2|3. Hence it will be seen that when pressure-fluid is'present in the cylinder 208 the arm |11, the sleeve |15, Figs. 2,

-3 and 4, and the cam plate I 18 will be pivoted for shifting the clutch teeth 84 toward the clutch f teeth 85.

Also secured to the shaft |85, at its upper end, is an arm |85 pivotally connected to a link |88 by a pin |81 at its end. The opposite end of the link |85 is connected with the right end of the arm |85, Fig. 2, by a, pivot pin |88. It will be seen that any tendency for the shifter fork |84 to be rotated counter-clockwise, Fig. 2, by the spring |88 will tend to cause the left end of the arm |95, as well' as the link |88 and .the right end of the arm |85, t'o move toward the cam plates |18 and |63, and when either of the cam points |8| or |8|' is in registry with the roller |84 this movement cannot take place. However, if both of the cam plates |18 and |63 were to be rotated counter-clockwise to bring their short radius prole sections |83 and |83 into registry with the roller |82 there would be no impediment to such movement of the arms |85 and |85 and the link |88, wherefore the action of the spring |88 would result in pivotal movement of the fork |84 for shifting the clutch teeth 84 into engagement with the clutch teeth 85 and into mesh therewith when these sets of teeth are synchronized.

A spring 208, Fig. 2, similar to the spring |88, has an end section 28| which reacts against a side wall of the gear box and an opposite end 282 hooked about the lower leg ||8 of the shifter fork ||1, thereby constantly urging clockwise pivotal movement of said shifter fork |,|1. When,

to the limit of` their clockwise movement for disposing the cam point |8| against the roller |84. When the pressure-uuid in the cylinder 208 is released, the spring 208 will be effective for expelling the iiuid from the cylinder while rotating the arm |11 and the cam plate |18 counter-clockwise to bring the short radius cam profile section |88 into registry with the roller |84 whereby the cam |18 willl permit engagement of the overrunning iaw-clutches |88 and ||3 of the second and third speed power trains.

The motor unit 205 is shown schematically in Fig. 1 where it will be seen that fluid pressure therefor is received from a pressure tank or reservoir 2|4 through a conduit 2|5, a branch conduit 2|8, a valve 2|1 and lthe conduit 288. The valve 2|1, shown in detail in Fig. 7, normally provides communication between the reservoir 2|4 and the motor 285. When, however, this valve is actuated under control of the governor |86, it will be conditioned for terminating the communication between the reservoir and said motor and for opening an exhaust port 233 through which the pressure-huid within the cylinder 208 is discharged pursuant to the spring 208 forcing the piston 201 to the opposite limit of its reciprocal movement.

A second valve 236, instrumental in the cont'rol of the clutch C as will be explained presently, is secured to a side wall of the gear box. Connecting members 231 and 238 are employed for securing the valves 2|1 and 236 together in spaced apart relation so as to accommodate a valve actuating link 238 between said valves. The valve 238, shown in detail in'Fig. 6, is controlled by a reciprocal valve stem 258 provided with a cap 248 whereas the valve 2|1 is controlled by a .reciprocal valve stem 234 having a cap 235', and

' axial movement of these valve stems is effected by a cross-piece 24| upon the link 238 when the latter is moved to the right.

An examination of the construction details of the valve 2|1, in Fig. 7, shows it to have a central chamber 2|9 closed at opposite ends by plugs 228 and 22| which are screwed into place. Pressurefluid is fed into the valve 2|1 through the conduit 2 i8, Fig. l, which has a threaded end section connected witnthe valve inlet port 222. Fluid in` trcduced to the valve at the port 222feeds inwardly through a channel 223 in the plug 220, an axial channel 224 intersecting the channel 223, past a valve seat 225 into the valve chamber 2|9, and thence out through an outlet port 226 with which the conduit 208 is connected as illustrated in Fig. 1. A spring 221 normally holds a valve head 228 away from the seat 225 for maintaining the just traced passages of the valve open and for holding the opposite end of the valve head against a seat 229 about the entrance of an ex-` haust passage which comprises an axial channel 230 in the plug 22|, a transverse channel 23| in said plug, a channel 232 in the valve chamber casing, and an exhaust port 233. The valve stem 234 connects the valve head 228 with the cap 235. It will be seen that when an external force is applied to the cap 235, the stem 234 and the valve head 228 will be moved to the left, Fig. 7, against the yieldable force of the spring 221 for closing` the above traced feed line between they inlet port 222 and the outlet port 226, while unseating the valve head from the seat 229 and thereby connecting the outlet port 226 with the exhaust port 233 through the chamber 2|9 and the channels 230, 23| and 232.

The valve 236 has an inlet port 242, an outlet port 243 and an exhaust port 244. While in the valve 2|1, the inlet and outlet ports 222 and 226 are normally in communication through the valve, the converse is true with respect to the valve 236. A potential passage for the'ow of fluid between the inlet port 242 and the outlet port 243 is through channels 245 and 246 of a valve chamber plug 241, a valve chamber 248 and a channel 249. This passage, however, is normally closed by a valve head 250 which is normally pressed against a valve seat 25| by a spring 252.

`Meanwhile, the cap 240, which comprises a valve head upon the opposite end of a valve stem 253, is maintained unseated from a seat 254 in the exhaust line which includes an axial channel 255,

a transverse channel 256 and a chamber wall channel 251 leading to the exhaust port 244. When the valve cap 240, is pressed to the left, as viewed in Fig. 6, it will press against the seat 254 to terminate communication between the outlet port 243 and the exhaust port 244 while unseati ing the valve head 250 from the seat 25|` and thus providing communication between the inlet port 242 and said outlet port 243.

The governor or speed-responsive apparatus for controlling the movement of the link 239 includes a cylindrical housing 260 of which a hub 26| is splined to a section 262 of the transmission mainshaft'2l. Fulcrum members in the form of studs 263 for inertia weights 264 are anchored to the web of said housing 260, pivot pins 265 being carried by said studs for the pivotal support of said inertia weights. Heel portions 266 upon the weights 264, when these weights are pivoted about the pins 265 by centrifugal action, bear against a collar 261 for shifting the same to the left together with a sleeve 268 and a collar 269 with which it is associated, there being trunnions 210'projecting from diametrically opposite sides of the collar and of which one is shown in dotted outline in each of Figs. 1 and 2. A felt ring or the like 21| which is saturated with a lubricant is carried by the collar 269. When the sleeve 268 and the collar 269 are moved to the left, upon a sleeve 212, the trunnions 210 which engage the ends of legs 213 of a fork 214, cause this fork and the shaft 215 upon which it is fixedly mounted to rotate clockwise, thereby causing the right for actuatingv the valves 2|1 and 236 as above described.

Detent means (not shown) of any conventional structure is employed in association with the inertia weights 264 to prevent their movement from the low speed position in which they are shown until a selected minimum critical speed is attained by the shaft 2|, at which time they will quickly pivot clockwise to a higher speed position. Similar detent means (not shown) is provided in association, with these weights for retaining them in the clockwise position until the speed of said shaft 2| is reduced to a predetermined minimum. In this manner the weights 264 are caused to move quickly between the extremities of their oscillative movement.

It will be recalled that the valve 2| 1, when actuated by the speed-responsive device |86, is conditioned for terminating the communication of the reservoir 2|4 with the cylinder 206 of the fluid motor 205, and forconnecting said cylinder with the exhaust port 233 of said valve so the pressure in said cylinder will be relieved and the spring 209 will become eiective for shifting the link 2|0 in the direction to cause counterclockwise rotation of the cam plate |18, Fig. 2, to place the short radius profile section |83 thereof in registry with the roller |84, thereby leaving the second and third speed power trains untrammelled for automatic mobilization so far as this part of the control apparatus concerned. 'I'he valve 236, however, in cooperatinwith a switching valve 280 (shown schematically in Fig. 1- and in detail in Fig. 8) and a throttle-responsive valve 28| (shown schematically in Fig. l and in detail in Fig. 5) serves to control ination of the clutch envelope 3| and hence the degree of resistance to relative rotation between the driving and driven parts of the main clutch C. An interlock between the engine throttle and the throttle-responsive valve 28| is provided by an accelerator pedal 282 which is shown in association with said valve 28| in both Figs. 1 and 5.

Before describing these additional valves in detail, their relation to each other and their general environment in the pressure-fluid control system will be made clear. In the operation of the valves 236, 280 and 28|, pressure-huid, impressed from the reservoir 2N through conduits 2|5 and 284 upon the valve 28| is meted through such valve into a conduit 285 and thence through valve 280, conduit 59, the tting 55, tube 31 in the transmission mainshaft 2|, passages- 36 and 4|, tube 35 and into the envelope 3| for creating a pressure in the envelope of a magnitude corresponding to the degree `of throttle opening, or, the degree to which the accelerator pedal 282 is depressed. Hence in starting the vehicle from rest, pressure-uuid from the reservoir 2|4 will be introduced into the envelope 3| for iniiating the same andl increasing the amount of power transmitted through the clutch C in accordance with the amount of fuel fed tothe engine. When the engine, the 4vehicle and the transmission mainshaft 2| reach a predetermined minimum assenso ried tothe intake port 242 of this valve through the conduit 2|8 will be passed through the valve and outwardly of its outlet port 243 through the conduit 283 and through the valve 280 (which will be actuated by the predominant pressure of the iluid introduced through the conduit 283 for connecting the conduit 283 with the conduit 59 and disconnecting the conduit 285 from said conduit 59), the conduit 59 and the above traced fluid line to the envelope 3| for imposing the full pressure of fluid from the reservoir 2 |4 upon the clutch C to maintain the same completely engaged. This action of the valves 238, 280 and 28| will be fully understood after the valves 280 and 28| have been dscribed in detail.

In Fig. 8 the switching valve 280 will be seen to comprise a cylinder 290 having one inlet port 292 connected with the conduit 283 and a second inlet port 283 connected with the conduit 285. An outlet port 294 of this valve is connected with the conduit 59. It will be understood that when pressure-fluid is introduced into either of the inlet ports 292 or 293 the force of that uid will cause a piston 28| to shift to the opposite end of the cylinder 290 and thus provide communication between the inlet port at which the pressure-fluid is introduced and the outlet port 294. If pressure-fluid is supplied to both of the inlet ports 292 and 293 the piston 29| will be forced to the end of the cylinder at which the uid pressure is least. thereby connecting the port having iluid at the greatest pressure with the outlet port 294 and disconnecting the inlet port of least pressure from the outlet port.

The throttle-responsive valve 28|, Fig. 5, is associated with the foot accelerator pedal 282 which is pivotally connected at its lower end with a pivot rod 300 which is mounted in a bracket 30| upon a plate 302 secured to the upper end of the casing 303 of saidv valve by a plurality of screws as 304. A spring 305 which is wrapped about the rod 300 has an end section 305 which bears against the under side of the pedal 282 with a force sufficient to normally hold the pedal in its uppermost position, as shown in Fig. 5. A linkage (not shown) for operably connecting the pedal 282 with the vehicle carburetor is connectible with said pedal at an apertured lug 301. Said pedal carries a roller 301a for actuating the valve 28| by pressing downwardly upon a button 301D of the valve when the pedal is depressed in the conventional manner for opening the vehicle throttle.

Pressure-fluid is admitted into the valve through the conduit 284, Fig. 1, which is connected with the inlet port 308, and an outlet port for the pressure-fluid is provided at 309 where the conduit 285 is attached. A second outlet port 3|0, not used in the present installation, is closed by a screw plug 3| I. An exhaust port 3|2 is also provided in the side wall of the valve casing.

Fluid introduced into the inlet port 308 and through a lter member 3|3 in an entrance cavity 3|4 is withheld from further ingress into the device through a passage 3|5 by a valve ball 3|8 so long as the accelerator pedal 282 is in its upper or released position as shown, but when said pedal is pressed downwardly by the foot of the operator to open the engine throttle, the ball 3|8 will be moved downwardly, as presently explained, from the end of the passage 3|5 for a sumcient length of time to admit fluid upwardly through said passage and outwardly of the port 309 until a back pressure is built up in the channel 3|9 corresponding to the amount of throttle opening. When the accelerator pedal 282 is released, communication is established between the outlet port 308 and the exhaust port 3|2 through the passage 3|9 and an exhaust tube 320.

The valve 28| is divided into upper and lower sections by a flexible metal diaphragm 32| which is hermetically sealed about its circular edge between casing parts 303 and 323. The diaphragm 32| receives the tube 320 in a central opening and a spring seat 324 and a flange v-325 upon the exhaust tube 320 hermetically clamp the central section of the diaphragm 32| therebetween. 'A spring 328 bearing against the lower edge voi' the flange 325 constantly urges the diaphragm 32| upwardly as well as the spring seat 324 and a tubular spring guide 321 which is threaded onto the tube 320. A pressure graduating spring 328 surrounds the tubular guide 321 and is held selectively compressed between the seat 324 and a seat member 329 at the upper end of said spring, said seat member 329 bearing against a shoulder 330 within a hollow piston member 33| which is vertically reciprocal in the cylindrical casing 303.

While the pedal 282 is in the released position as shown, the spring 328 will be effective for maintaining the diaphragm 32| in the upward position illustrated as well as the graduating spring assembly comprising the graduating spring 328, the spring guide 321 and the exhaust tube 320. Upon depressing the accelerator pedal the roller 301a will be caused to bear against the button 301b to force the piston 33| and the said graduating spring assembly downwardly. Pursuant to this downward movement of the graduated spring assembly a seat 332 at the lower end -of the exhaust tube 320 will be pressed against an exhaust ball 333 of an intake and exhaust assembly 334 which includes said ball 333, the ball 3|8 connected therewith by a-rod 335 and a spring member 338. This pressing of the seat 332 against the ball 333 closes the exhaust passage so there will be no communication between the channel 3|9, and the exhaust port 3 2 through an exhaust line which includes openings 331 in the spring guide tube 321, and the interior of the casing 303. Meanwhile the pressure of fluid within the chamber 3|4 is acting upon the ball 3|6 for holding it in closing relation with the passage 3|5. Additional downward movement of the accelerator pedal 282 will, however, through the spring 328, force the diaphragm 32 I, the tube 320 and the intake and exhaust assembly 324 downwardly for unseating the ball 3|8 from the passage 3|5. Resistance to this downward movement is encountered because of force of the pressure-fluid upon the ball 3|8 wherefore the graduating spring 328 will be slightly compressed incident to the flange or collar 329 sliding downwardly along the spring guide 321. The fluid thus admitted through the passage 3|5 and the channel 3|9, and hence into the envelope 3| of the clutch C, will also pass through one or more openings 340 into the chamber 34| below the diaphragm 32| and thus augment the force of the spring 328 in urging the diaphragm upwardly at its center. Eventually the pressure of uid in the channel 3|9 and in the chamber34l will reach a magnitude suillcient for lifting the diaphragm 32| against the force of the graduating spring 328 and when this happens the spring 836 will cause the balls 333 and 3|8 to follow the tube 320 upwardly, whereby the exhaust passage remains closed at the seat 332 to maintain the pressure in the channel 3| 9. When the ball 3|6 reaches closing relation with the lower end of passage 3 I 5 no more uid will be admitted to the channel 3|9. and so long as the accelerator pedal 282 remains undisturbed, the pressure in the channel 3|9 will remain xed.

Upon further depressing the accelerator pedal, the piston 33| and the upper end of the graduating spring 328 will be shifted downwardly incident to further compressing the spring 328 while moving its lower end and the center of the diaphragm 32| downwardly to cause downward movement of the tube 320 and the valve balls 333 and 3|6. Thus additional pressure-fluid is admitted through the passage 3 I 5 into the channel 3 I9, and when enough fluid has been admitted into said channel and through the opening 348 into the chamber 34|, the diaphragm 32| will again be lifted at its center while still further compressing the graduating spring 328. When the graduating spring is compressed enough to have permitted upward movement of the tube 328 and the balls 333 and 3|6 sufciently for the ball 3|,6 to have again closed the passage 3|5, the pressure in the passage 3 9 will remain vfixed at the higher value so long as the pedal 282 remains unmoved.

Upon any further depression of the accelerator pedal and the consequent increment in the compression of the graduating spring 328, a corresponding increase in pressure will be incurred in the channel 3|9 by fluid admitted through the passage 3|5, for when the depression of the accelerator pedal is stopped at any given point, the

fluid admitted from the cavity 3|4 through thepassage 3|5 and the hole 348 will quickly lift the diaphragm 32| suiiciently to permit the spring 336 to close the passage 3|5 with the ball 3 I6 and thus strike a balance where the pressure in the. channel 3|9 corresponds to the degree of advancement of said accelerator pedal.

Upon partial release of the accelerator pedal l after a pressure has been built up in the channel 3|9, the tension in the graduating spring 328 will be partially relieved by a slight upward movement of its upper end with the piston 33| and the collar 329 relatively to the guide 321, and as a consequence of this, the pressure'in the channel 3|9 and in the chamber 34| will be eii'ective for moving the diaphragm 32| upwardly to unseat the lower end of the tube 328 from the exhaust ball 333, thus permitting escape of pressure-fluid through the tube 320, apertures 331, the interior of the valve casing 303 and the exhaust port 3|2. When the pressure in the channel 3|9 decreases sufliciently the compressed graduating spring 328 will be eilective for forcing its lower end and the diaphragm 32| downwardly far enough to cause reengagement of the seat 332 with the exhaust ball 333. The pressure within the channel 3|9 may be further decreased by an amount determined by an additional partial release of'tthe foot accelerator pedal for further diminishing the tension in the graduating spring 328, there being a repetition of the action of the pressure within the chamber 34| rst lifting the diaphragm 32| to unseat the exhaust seat 332 and the compressed spring 328 thereafter being effective for forcing the diaphragm 32| downwardly as the pressure in the chamber 34| decreases with the escape of pressure-fluid into the exhaust passage, until Anally a balance is reached concurrently with the seat 332 reaching the exhaust ball 333.

It will be seen from the foregoing description that the valve 28| is effective for maintaining a pressure in the channel 3I9 proportional to the degree of depression of the accelerator pedal 282.

Operation of the apparatus:

In starting a vehicle. upon which .the present apparatus is installed, from rest, a manual control (not shown) will be manipulated' by the operator for rotating the arm |65, Fig. 3, and the shaft |64 upon whichit is mounted for rotating the cam plate |63, Figs. 2 and 3, either clockwise or counter-clockwise from the neutral position shown inA Fig. 2. Ifit is desiredto move for wardiy the cam plate |63 will be rotated counterclockwise whereby the stud |60 will be cammed to the right by the edge |69 of. the slot |62. In this manner th'e shifter fork |52 and the clutch ring 12, Figs. 1 and 2, will be moved to the right for meshing the clutch teeth 13' and 15', thus mobilizing the lrst speedpower train. This having beendone the operator will accelerate the vehicle engine by depressing the accelerator pedal 282 and concurrently the roller 381a upon said pedal will be brought into engagement with the button 301b of the valve 28| and the valve actuated in the manner hereinabove described for admitting pressure-fluid from the reservoir 2|4 and the conduit 284 into the channel 3|9 of said valve and hence through the conduit 285 into the right end of the switching valve 280, Figs. l and 8. At this time the transmission mainshaft 2| will be at rest wherefore the speed-responsive device |86 will be in its inactive position as shown in Fig. 1 and the valve 236 will be conditioned for stopping the ilow of pressure-fluid thereinto throughthe conduit 2|5 and for connecting the conduit 283 and hence the left end of the switching valve 288 with the exhaust port 244 of said valve 236. Since the left end of the switching valve 280 is then connected with an exhaust, the pressure-fluid introduced into the right end of this valve member will throw the piston 29| to the left for cutting oi communication between the conduit 283 and either of the conduits 285 or 59 and for establishing communication between the conduits 285 and 59. Since the conduit 59 constitutes a sectionof the linethrough which pressure-fluid is carried for admittance into the clutch envelope 3|, the pressure in this line and in theenvelope 3| will reach amounts depending upon the amount of advancement of the pedal 282. The valve 28| will be so regulated that the degree of inflation of the envelope 3|'will be such, with respect to the advancement of the accelerator pedal, that the clutch will transmit power from the engine to the transmission mainsh'aft 2| in a sufficient amount to prevent engine rush but to provide for adequate engine speed for developing suicient power for driving the mainshaft and the vehicle load with which it is connected. As the pedal 282 is advanced and the vehicle engine throttle opened the clutch C will thus uniformly engage'the driven friction elements 33 with the clutch driving member |1, the power being transmitted through the shaft extension 28 and the mainshaft 2|, gears 61 and 68, clutch teeth 13 and 15', the overrunning clutch 11, gear 19, countershaft |4,bevel gears I5 and I6 and outwardly of the device through a driven shaft I2 to the vehicle running gear.

After the clutch C is fully engaged so there is no slippage between the friction elements upon its driving and driven parts and after the vehicle and the vehicle engine have attained a predetermined minimum speed, the speed-responsive de'- vice |86 will become eiective in the manner hereinabove described for shifting the linkv 239, Fig. 1,

to the right for actuating the valves 2|1 and 236 by pressing their valve stem caps 235 and 240 inwardly thereof.

Upon this manipulation of the valve 238 the conduit 283 will be disconnected from communication with the valve exhaust port 244 and will be connected with the reservoir 2|4 through the inlet port 242 of said valve and the conduit 2|5.

-In this manner the full force of the pressurelluid in the reservoir 2| 4 is impressed upon the left end of the piston 29| in the switching valve 280 to force this piston to the right end of the valve upon release of the accelerator pedal 282 and the concomitant adjustment of the throttlecontrolled valve 28| for connecting the conduit 285 and the right end of the valve 280 with the exhaust port 3|2 of said valve 28|. Subsequent depression and release of the pedal 28| during operation-of the vehicle will be inellective for shifting the piston 29| to the left since the pressure in the conduit 285 will never exceed that in the reservoir 2|4 which reservoir pressure is supplied in the left end` of the valve. Therefore, after the transmission mainshaft 2| attains the speed at which the inertiaA weights 264 are thrown outwardly, the valves 236 and 280 will function for directing pressure-uuid into the conduit 59 independently of the throttle-responsive valve 28| and to maintain the clutch C fully engaged irrespective of the position of the accelerator pedal.

It will be noted, however, that each time the accelerator pedal is depressed, uid from the reservoir 2H will be admitted into the valve channel 3| 9 and into the conduit 285, the amount of fluid and the pressure thereof depending on the amount of the advancement of the pedal, and that upon release of the accelerator pedal the seat 332 at the bottom of the exhaust tube 320 will be lifted from the exhaust ball 333 to result in the exhausting of iluid from the con.- duit 285 and the channel 3| 9. Consequently, in order to conserve pressure-ud, which in the present installation is compressed air that is exhausted to the atmosphere through the exhaust passage 3| 2, the switching valve 280 will be placed closely to the throttle-responsive valve 28| to shorten the conduit 285 and minimize the volumetric capacity of this conduit.

It will be understood from the above detailed description of the Valve 2I1 that upon attainment of said predetermined speed of the mainshaft 2| and the actuation of the speed-responsive device |86 for pressing the stem of said valve inwardly, said valve will be conditioned for terminating the communication between the inlet port 222 and the conduit 208 whereby pressureuid is no longer available through the conduits 2|5, 2|6, said valve 2|1 and the conduit 208 for maintaining the piston of the uid motor 205 at the extremity of reciprocal movement illustrated in Fig. 4. Said valve 2|1 is iurther conditioned for connecting the conduit 208 with the exhaust port 233 of said valve whereby the spring in the motor 205 becomes operable to force the piston to the opposite extremity of its reciprocal movement while expelling the uid outwardly through the conduit 208 and the exhaust port 233. This movement of the piston pulls the rod 2|0 with it to cause counter-clockwise rotation of the arm |11, Fig. 4, and of the sleeve |15, Fig. 2, with which said arm is connected. Thus the cam plate |18, Fig. 2, which is connected with the sleeve |15 is rotated counter-clockwise to carry the short radius profile |83 thereof into registry with the roller |84. When thus positioned. the cam plate |18 will permit the arm carrying the roller |84 to pivot clockwise about its pivot-pin |98 and thus permit the link |98 and the adjacent ends of the arms |95 and 203 to move toward the cam plate |18 in the direction they are urged by the springs and 200. 'Ihis action occurs upon said counterclockwise rotation of the cam plate |18 since the cam plate |63 was previously rotated counter-clockwise, while mobilizing the ilrst speed power train, to carry its short radius proille |83' into registry with the roller |84. The springs |90 and 200, in addition to rotating the arms and 203 also rotate the shifter forks |34 and ||1 respectively counter-clockwise and clockwise as viewed in Fig. 2 to carry the teeth 84 of the second speed jaw clutch |09 against the teeth 85 of that clutch and'to similarly carry the teeth ||2 of the third speed jaw clutch I3 into engagement with the teeth thereof.

At this time, while the apparatus is operating in the rst speed power train, the transmission mainshaft 2| will be rotating at greater speed than the second and third speed gears 86 or |'|0 and consequently the teeth of the clutches |09 and ||3 will not mesh. The faces 81 of the teeth 84 will simply ratchet over the teeth 85 and likewise the faces ||2 ofthe teeth ||2 will simply ratchet over the ends of the teeth l. While the vehicle is thus proceeding forwardly with the first speed power train in operation and at any time following the critical minimum speed at which the speed-responsive device |86 operates for indirectly causing counter-clockwise rotation of the cam plate |18, the operator may change over into the second speed power train by releasing the accelerator pedal to permit the vehicle engine and the transmission mainshaft 2l to decelerate suii'iciently to cause the clutch teeth 84 of the second speed jaw clutch |09 to synchronize with the .teeth 85, of said clutch whereupon the spring |90 will be eective for causing the teeth 84 to slide into mesh with said teeth 85, Meanwhile, the gear 8B which carries the clutch teeth 85, due to the momentum of the vehicle running gear with which it is' connected through the countershaft I4, will have maintained substantially a constant speed of rotation. This connection with the countershafts is impostive in character, it being due to the frictional drag of the overrunning clutch 93, of the bearing 90 and of a thrust ring R carried on said countershaft and frictionally engaging the back end of the gear 89. Likewise, the gear 19, which is splined to the countershaft |4, will have maintained substantially a constant rate of rotation, but that part of the first speed power train including the gears 61, B8, the clutch teeth 13 and 15', and the driving member 16 of the first speed overrunning clutch 11 will have decelerated with the vehicle engine as permitted by the clutch rollers 82. When the second speed jaw clutch |09 is engaged the second speed power train will be established and will enable the engine to pick up the load upon depression of the accelerator pedal 282. The gear 19 will continue to overrun the driving member 18 of the lirst speed overrunning clutch 11 when its ange 95 is connected in series with the gears 86 and 89 and the overrunning clutch 93 as part of the second speed power train.

When it is desired to change over into the third speed power train the operator will again release the accelerator pedal 282 for closing the engine throttle and decelerating the engine together with the transmission mainshaft 2| and the third speed jaw clutch teeth ||2 which rotate with said shaft 2|. concurrently the momentum of the vehicle will keep the countershaft I4 and the gear 19 keyed thereto rotating at substantially constant speed as permitted by the overrunning clutch rollers 32 and93, and when the clutch teeth |2 slow down to synchronism with the clutch teeth Ill, which had been rotating at slower speed thanr the clutch teeth H2 because of the connection with the countershaft i3 through the gears |20 and I0, the spring 203 will be effective for sliding said teeth 2 into mesh with the teeth Hi for establishing the third speed power train. Subsequent depression of the accelerator pedal 282 will cause power from the engine to be transmitted through the third speed power train'comprising the jaw clutch H3 and the gears I and |20. Meanwhile, the driven parts of the overrunning clutches 11 and 93 respectively of the rst and second speed power trains and carried upon the gear 19 will be rotating at a speed in excess of the driving members 16 and 92 of these clutches as permitted by the clutch rollers 82 and 94.

If at any time the operator should care to change over from the third speed power train to the second speed power train as he may want to do in order to obtain greater accelerating power for passing another vehicle upon the highway, he may accomplish this act by causing counterclockwise rotation of a cam 350, Fig. 2, which is rotatively supported upon a stud 35| in the upper wall of the gear box. This rotation of the cam 350 will carry a long radius profile section 352' thereof against a roller 353 upon an arm 354 which is pivoted upon a pin 355 in the uppery side wall of the gear box, A spring 356 wound about the hub 351 of the arm 354 has an end section 350 bent into the form of a hook and constantly fbearing against said arm for pressing the roller 353 against the profile of the cam 350. When the cam section 352 is brought against the roller 353 the arm 354 will be pivoted clockwise for causing endwise movement of a link 359 which has an end connected with the free end of the arm 354 by a pin 360 and which has at its opposite end a pin 36| projecting into an elongated slot 362 in the arm 203. While the apparatus is connected in the third speed power train the arm 203 `will be rotated clockwise with the shifter fork ||1 so that the counter-clockwise end of the slot 362, with respect to the axis in the shifter fork shaft H8, will bein receiving relation with the pin 36| so that when the link 359 is moved endwise as stated above, the pin 36| will bear against said counter-clockwise end of the slot 362 for pivoting the `arm 203 and hence shifter fork ||1 counter-clockwise into the position shown for disengaging the third speed jaw clutch H3. With the third speed power train thus demobilized, the vehicle engine will speed up for picking up the load through the second speed power train which includes the overrunning clutch 33.

Said counter-clockwise rotation of the cam 350 for disengaging the third speed jaw clutch ||3 also carried said profile section 352 from registry with a roller 353, Fig. 2, which is mounted upon a base extension section 363' of the shifter fork and carried a short radius proiile section 364 into registry with such roller to permit sliding movement of said shifter fork to the left upon the shifter fork rod |41 under the influence of a compressed spring 365 which is disposed about said rod Ml with its opposite ends respetively bearing against the right end wall of the g gear box and the base of said shifter fork. Therefore, when the engine is speeded up sufliciently for picking` up the load through the second speed power train incident to bringing the driving member 92 of the second speed overrunning clutch 93 up to the speed of the ange E95 upon the gear 19, the clutch teeth |02 and |03 of the lockout clutch 91 will be brought into synchronism so the movement of the shifter fork |0| to the left in the mannerdescribed by the force exerted by the spring 365 will result in the meshing of the clutch teeth 602 with the teeth |03 to lock out the overrunning clutch 93 and thus convert the second speed power train into a two-waydrive power train.

Rotation of the cam 350 is effected by the operator manipulating valve means (not shown), which may be similar to the valve 236 in Fig. 1, for establishing communication of a conduit 310. Fig. 2. with a uid pressure source to force a piston (not shown) in a cylinder section 31| of a fluid motor 312 to the left incident to compressing a spring (not shown) in a, spring chamber 313 of said motor and moving a rod 314 connected with said piston to the left. Said piston rod 314 is operably connected with said cam through an arm 315 which is also rotatable upon the stud 35|.

When it is again desired to establish the third speed power train, the operator will relieve the iiuid pressure extended through the conduit 310 to the fluid motor 312 whereby said spring (not shown) within the spring chamber 313 will retract said piston (not shown), the piston rod 314 and the arm 315 to cause clockwise rotation of the cam 350 into the position shown. The roller 363 is thus cammed radially outwardly onto the long radius section 352 for disengaging the clutch 91 and for carrying the short radius section of said cam into registry with the roller 353 to enable the spring 200 to again rotate the shifter fork ||1 for pressing the clutch teeth I l2 'against the clutch teeth By thereafter decelerating the vehicle `engine as hereinabove described the clutch teeth ||2 may be slowed down to synchronism with the clutch teeth I and permitted to mesh therewith. A A

When the reverse power train is established as above described by rotating the cam plate |63 clockwise as viewed in Fig. 2 for shifting the reverse idler gear |3| mutually into mesh with the gears |30 and 19, the vehicle will be started rearwardly by simply pressing upon the Aaccelerator pedal 282 for feeding fuel to the engine and opening the valve 23| for admitting pressure-duid from the reservoir 2|4 through the switching valve 280 and the pressure line including the conduit 59 to the clutch envelope 3|. As before, the

ination of the envelopeand the pressurefbetween the friction elements upon the driving and driven members of the clutch will be controlled in accordance with the depression of the accelerator pedal.

vIn bringing the vehicle to a stop the operator need use only his brake, for after the speed-responsive device slows down sufficiently thel weights 264 will permit the spring V219 to pivot the arm 216 for moving the link 239 to'the left and permitting outward movement of the valve stems of the valves 2|1 and 236. Valve 2|1 will then re-connect the motor 205 with the pressurefluid source so this motor will rotate the cam |18 for placing itslong radius proiile section |3| in registry with the roller i whereby the arms H5, |85 and 203 are rotated todisengage the third and second speed jaw clutches III and |09. The first speed power train remains mobilized but when the stem of valve 2li moves outwardly the direct connection through this valve of the reservoir 2H with the clutch envelope 3| is tenninated so that the engagement of clutch C will depend upon whether the accelerator pedal is depressed. Consequently the mobilized rst speed power train is disconnected from the engine when the operator releases the accelerator pedal as the brakes are applied for stopping.

The perfomance of the clutch C is analagous to that of a iiuid ywheel insofar a's it automatically provides uniformly diminishing slippage for a smooth initial engagement and absorbs tortional vibrations originating in the engine. It has the additional advantage, however, of dispensing with the continual slippage that occurs in the iiuid flywheel type of clutch.

This improved clutch installation is made practical by virtue of the combination therewith of the pressure-fluid control system therefor interlocked for operation in accordance with ,the amount of throttle opening and engine and vehicular speed, and also by virtue of the automatic change-speed apparatus which effects changes in`speed ratio without incurring disengagement and reengagement of said clutch.

Since all power trains in the present transmission include paired gears respectively upon the mainshaft and the countershaft, the layout has been designed to minimize vibration by arranging the gears of the higher ratio trains, which are used for greatertime periods and for transmitting the most power, adjacently to the bearings which support these shafts in opposite end walls of the gear box.

Attention is also particularly directed to the control feature of the transmission that provides for conditioning the lock-out jaw clutch for the second speed overrunning clutch whereby said overrunning clutch is automatically shunted out to convertthe second speed power train into a two-way-drive train when the manually supervised shift is made to this train from the third speed power train. This method of control simplies the shifting operation and thus avoids any likelihood of the operator becoming confused when shifting from third to second speed to employ the braking force of the engine while descending a steep grade.

I claim:

1. In a vehicle equipped with propelling means driven from a throttle-controlled engine having a throttle-operating member for controlling engine-throttle advancement, the combination of a clutch interposed between said engine and said propelling means, said. clutch including driving and driven parts frictionally engageable to establish a driving connection between said engine and said propelling means, said clutch also including an iniiatible envelope operable to frictionally engage said clutch parts with a firmness constituting a function of the amount of its inflation, a source for pressure-fluid, and valve means operable under control of said throttleoperating member, said valve means being connected between said source and said envelope and operable to admit fluid from said source into said envelope in an amount corresponding to the degree of throttle advancement.

2, For use in the transmission of driving force y 1 1 from a throttle-controlled engine to a load, the

combination of a throttle controlling member forv the engine throttle, a clutch interposed between said engine and said load, said clutch including driving and driven parts frictionably engageable to vestablish a driving connection between said engine and said load, said clutch alsoincluding an infiatible envelope operable to frictionally engage said clutch parts with a firmness functional of the amount of its inflation, a source for pressureiiuid, valve means, said valve means being connected between said source and said envelope and operable under control of said throttle controlling member to admit iluid from said source into said envelope in an amount corresponding to the degree of throttle advancement, speed-responsive control means drivable from said engine at speeds constituting a function of the speed thereof, and additional valve means connected between said source` and said envelope and operable under control of said speed-responsive control means to establish communication between said source and said envelope when operating at speeds above a predetermined minimum.

3. For use in the transmission of driving force from a throttle-controlled engine to a load, the combination of a throttle controlling member for the engine throttle, a. clutch including driving and driven parts and being fluid pressure responsive to resist relative rotation between said parts with a force that is a function of fluid pressure to` which the clutch is subjected, a source of pressure-fluid, valve means, said valve means being connected :between said source and said clutch and operable under control of said throttle controlling member to subject said clutch to the pressure of iiuid at said source in an amount corresponding to the degree of throttle advancement, speed-responsive control means drivable from said engine at speeds constituting a function of the speed thereof, and additional valve means connected between said source and said clutch and operable under control of said speedresponsive control means to subject the clutch to the pressure of iluid at said source independently of the first named valve means when said speed-responsive control means registers speeds in excess of a, predetermined minimum.

4. For use in the transmission of driving force to a load from an engine controllable in power output by the manipulation of a control means therefor, the combination of a clutch and an automatic change-speed transmission mechanism interposed in series between said engine and said load, said transmission being of a character that changes in the speed ratio between the engine and the load are accomplished thereby independently of actuation of said clutch pursuant to throttle-closing manipulation of said throttle control means, said clutch including driving and driven parts frictionally engageaible to establisha. driving connection between the engine and the load, said clutch also including an inflatable envelope interposed in series driving relation with said driving and driven parts when they are frictionally engaged and operable to frictionally engage said clutch parts with a firmness functional of the amount of its inflation, a source for pressure-fluid,v a iirst valve means operable under control of said manipulatable control means, said valve means being connected between said source and said envelope and operable to admit iiuid from said source into said envelope in an amount corresponding' to the degree of manipulation of said control means in increasing engine output,

connected between said source and said envelope and operable under control of said speed-responsive control means to establish communication between said source and said envelope when said speed-responsive control means registers speeds above a predetermined minimum.

5. For use in the transmission of driving force from a throttle-controlled engine toa load, the combination of a throttle controlling member for the engine throttle, a clutch interposed between said engine and said load, said clutch including driving and driven parts frictionably engageable to establish a driving connection between said engine and said load, said clutch also including an inflatible envelope operable to frictionally engage said clutch parts with a rmness functional of the amount of its inflation, a source for pressure-fluid,- speed-responsive controlmeans drivable from said engine at speeds constituting a function of the speed thereof, valve apparatus.

interposed between said source and said envelope and operably associated with the engine throttle and with said speed-responsive control means, said` valve apparatus lbeing operable below a, predetermined speed registered by said speed-responsive control means and under control of said controlling member to admit iiuid from said source into said envelope in an amount corresponding to the degree of throttle advancement, and said valve apparatus being operable above said predetermined speed and under control of said speed-responsive control means to establish direct communication Ibetween said source and said envelope independently of the advancement of said throttle. y

6. For use in the transmission of driving force from a, throttle-controlled engine to a load, the combination of a throttle controlling member for the engine throttle,'a clutch interposed between said engine and said load, said clutchincluding driving and driven parts and being fluid pressure responsive to resist relative rotation between said parts with a force that is a function of uid pressure to which the clutch is subjected, a source of pressure-Huid, a switching valve having separate inlet sections and a discharge section communicatively connected with said clutch, said valve including pressure responsive means op-v erable in response to differential uid pressure applied at said inlet sections to establish 'communication between the inlet section at which greater pressure exists and the dischargeA sec tion, and to prevent communication between the inlet section atl which less pressure exists and t the discharge section, a valve connected between $0 throttle controlling member to subject said inlet said source and one inlet section of the switching valve and operable under control of said section to pressure of said fluid in an amount corresponding to the degree of throttle advancement, speed-responsive control means drivable from said engine at speeds constituting a funcsection thereof when said speed-responsive means u `assenso registers speeds in excess of a predetermined minimum and thus establish communication between said source and said clutch.

7. For use in the transmission of driving force g from a throttle-controlled engine to a load. the combination l oi a clutch and an automatic change-speed transmission mechanism interposed in series between said engine and said load, said transmission including ya plurality of power train: of graduated ratio which are changeable in said series pursuant to -engine throttle retardation power train control means disposable in an active position wherein it precludes the automatic establishment of at least one of the higher ratic of said power trains and retractable into an inactive position wherein the establishment of said power trains is unaected thereby, a fluid pressure responsive unit operably connected with said control means, said unit being operable for placing said control means either in the active position or the inactive position according to whether said unit is subjected to atmospheric pressure or to a pressure differing from atmospheric .pressure; said clutch including driving and driven parts and being uid pressure responsive to resist relative rotation between said parts with a' force constituting a function of uid pressure to which it is subjected; a source of pressure-duid; valve means disposed -for operation coordinately with the engine throttle and connected between said source and said clutch and operable to subject said clutch to the pressure of fluid at said source in an amount corresponding to the degree oi throttle advancement; speed-responsive control means drivable from said engine at speeds constituting a function of the engine speed; additional valve means connected between said source and said clutch and operable under control of said .speed-responsive'control means to subject 40 the clutch to the pressure of uid at said source 'independently of the ilrst named4 valve means when said speed-responsive control means registers speeds in excess of a predetermined minimum; .and further valve means selectively connectable between said source and said fluid pressure responsive unit or between a source of atmospheric pressure and said unit, said further valve means normally connecting said unit with that of said pressure sources of which the pressure results in operation of said unit to place said power train control means in the active position, and said further valve means also being operable under control of said speed-responsivecontrol means and to connect said unit with the other of said pressure sources when said speed-responsive control means registers speeds in excess of a predetermined minimum.

8. For use in the transmission of driving force from a throttle-controlled engine to la load, the combination of a clutch and an automatic change-speed transmission interposed in series between said engine and said load, said changespeed transmission being of the character that changes thereby in the speed ratio between the engine and load are accomplished without actuation of said clutch pursuant to retardation of the engine throttle, said clutch including an annular inatible envelope and driving and driven frictional elements of which-one iscarried upon said envelope and pressed into frictional engagement with the other with a pressure constituting a function of such inilation, a source of pressure fluid, valve means disposed 'for operation coordinately with the engine throttle,'said valve means being connected between said source and said envelope and operable to admit uid from said source into said envelope at a pressure corresponding to the degree of throttle advancement, speed-responsive control means drivable from said engine at speeds constituting a function of the speed thereof, and valve means operable under control f said speed-responsive means to establish communication between said source and said envelope when said speed-responsive means registers speeds above a predetermined minimum.

9. For use in the transmission of driving force from a throttle-controlled engine to a load, the combination of a clutch and an automatic change-speed transmission interposed in series between said engine and said load, said changespeed transmission being of the character that changes thereby in the speed ratio between the engine and load are accomplished without actuation of said clutch pursuant to retardation of the engine throttle, said clutch including an annular inatible envelope and driving and driven frictional elements of which one is carried upon said envelope and pressed into frictional engagement with the other with a pressure constituting a function of such inflation, a source of pressure uid, a switching valve having separate inlet sections and a discharge section communicatively connected with said envelope, said valve including pressure responsive means operable in response to differential fluid pressure applied at said inlet sections to establish communication between the inlet section at which greater pressure exists and the discharge section, a valve disposed for operation coordinately with the engine throttle and connected between said source and one inlet section of the switching valve and operable to subject said inlet section to pressure of said fluid in an amount corresponding to the degree of thfottle advancement, speed-responsive control means drivable from said engine at speeds constituting a function of that of the engine, and additional valve means connected between said source and the other inlet section of the switching valve and operable under control of said speed-responsive control means to subject said other -inlet section to a greater pressure of fluid at said source to actuate the pressure responsive means of the switching valve for establishing communication between said other inlet section and the discharge section thereof only when said speed-responsive means registers speeds in excess of a predetermined minimum, whereby, below such minimum, said envelope is communicative with the throttle controlled-valve through the switching valve for iniiation in accordance with throttle advancement and whereby, above such minimum, said envelope is connected with said source through said switching valve independently of the throttle-controlled valve to remain inflated irrespective of throttle adjustment.

10. For use in the transmission of driving force from a throttle-controlled engine to a load where a throttle controlling member is manipulatable to advance and retard the engine throttle, the combination of a clutch and a change-speed transmission disposed for establishment in contributory driving relation between the engine and load, said transmission including a plurality of power trains selectively establishable in said driving relation pursuant to a reversal of torque through the transmission in response to closing of the engine throttle, said clutch including driving and driven parts frictionally engageable to establish said clutch in said driving relation, said clutch also including an inflatable envelope carrying one of said parts and operable to frictionally engage said parts with a firmness functional of the amount of its inilation, a source for pressure-fluid, a speed-responsive control means drivable from the engine at speeds constituting a function of engine speed, valve apparatus interposed between said source and said envelope and operably associated with the engine throttle, said valve apparatus being operable under control of said throttle-controlling member to admit iluid from said source into said envelope in an amount corresponding to the degree of throttle advancement, and said valve apparatus also being operably associated with said speed-responsive control means and operable under control thereof above a predetermined speed sensed thereby to establish communication between said source and said envelope independently of the control of the throttle whereby the clutch will avoid release incident to subsequent closing of the throttle in the establishment of selected of said transmission power trains in said driving relation as aforesaid.

OSCAR H. BANKER. 

